US9487110B2 - Car seat - Google Patents

Abstract

Embodiments of a car seat include an outer protective shell, an inner seat, a suspension system connecting and permitting relative movement between the inner seat and the outer protective shell for shock isolation, and a harness adapted to hold an occupant to the inner seat and not attached to the outer protective shell. In an accident, regardless of the direction in which the seat is facing and regardless of whether the result is a sudden acceleration and/or deceleration, the inner seat will move inside the frame, and the suspension system will absorb some, much, or all of the energy. Energy not absorbed by the suspension system may be absorbed by the inner seat itself and/or an anchor system used to connect the car seat to a vehicle. The frame of the seat will remain structurally intact in almost all circumstances thereby protecting the occupant of the car seat.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is related to co-owned U.S. patent application Ser. No. 13/785,555 (Cohen et al.) filed Mar. 5, 2013, the entire contents of which are hereby incorporated herein by reference.

BACKGROUND

1. Field

The present disclosure relates to car seats. More particularly, the present disclosure relates to safety car seats. The safety car seats may be for infants or children, although this application is not limited thereto.

2. State of the Art

The most common cause of death for children aged 1-5 in developed countries is by accident, and the leading cause of death by accident is due to car accidents. When properly installed in passenger cars, child safety seats have been reported to reduce fatal injury by about 71% for children under age one and by about 54% for toddlers aged 1-4. Nonetheless, in the U.S. alone, over 250 children aged 0-4 are fatally injured every year while properly restrained in their car seats.

In addition, to the fatalities, every year, thousands of children who are properly restrained in car seats still sustain incapacitating injuries resulting from car accidents. By far the most common severe injuries are head injuries, including cerebrum injuries (contusions or lacerations), concussions, skull vault and skull base fractures, subarachnoid hemorrhages, and subdural hematomas. Other common severe injuries are thoracic (lung and rib), abdominal (bowel, liver, spleen, kidney), spine, and upper extremity (clavicle, humerus, radius/ulna) and lower extremity (pelvis, femur, tibia/fibula) injuries. The injury outcome in children can be worse than similar injuries sustained by adults, and children who suffer traumatic brain injuries can experience lasting or late-appearing neuropsychological problems. For example, frontal lobe functions develop relatively late in a child's growth, so that injury to the frontal lobes may not become apparent until the child reaches adolescence.

According to the U.S. National Highway Traffic and Safety Administration (NHTSA), children under the age of one should always ride in a rear-facing car seat that has a harness. While it is recommended that rear-facing seats be used as long as possible, it is recognized that children aged 1 and over will wish to face forward. NHTSA recommends that children aged 1-3 (and older if they have not reached a certain height and weight) use a forward-facing car seat with a harness and tether that limits the child's forward movement during a crash.

There are many types of car seats available for purchase. Infant seats recommended for children under age 1 are typically rear-facing. Many include a base that is belted or tethered into the car and a seat that can latch into the base. The seat often includes a handle so that the seat may be carried when it is unlatched from the base (i.e., from the car). A popular car seat option for infants as well as children is a “convertible” car seat that may be oriented in a rear-facing position and the “converted” to a front-facing position. Some convertible car seats may even convert into a booster seat for children weighing up to 100 pounds. Typically the convertible car seats are strapped into the car using the car seat-belt, or are anchored to the car frame directly using a LATCH (Lower anchors and Tethers for children) system. All car seats offer a harness for strapping the child into the seat. The usual harness is a five-point safety harness. The car seats tend to be formed from injection molded plastic, typically at least 5 mm thick, and the seats (with base in the case of the infant seats) typically weigh 7 kgs or more.

ISOFIX (ISO standard 13216) is the international standard for attachment points for child safety seats in passenger cars. The system has various other regional names including LATCH (“Lower Anchors and Tethers for Children”) in the United States and LUAS (“Lower Universal Anchorage System”) or Canfix in Canada. It has also been called the “Universal Child Safety Seat System” or UCSSS.

ISOFIX relates to the anchoring system for Group 1 child safety seats. It defines standard attachment points to be manufactured into cars, enabling compliant child safety seats to be quickly and safely secured. ISOFIX is an alternative to securing the seat with seat belts. Seats are secured with a single attachment at the top (top tether) and two attachments at the base of each side of the seat. The full set of anchor points for this system were required in new cars in the United States starting in September 2002.

In the EU the system is known as ISOFIX and covers both Group 0/0+ and Group 1 child safety seats. The mechanism for attaching the seat to the Lower Anchors is quite different from that in the United States. In the EU two “alligator-like” clips connect the seat to the Lower Anchors rather than the open clip style connectors commonly used in the United States. However, some car seat manufactures are beginning to offer true ISOFIX type attachments in the U.S. In the European standard, there are also various installation categories: “universal”, “vehicle-specific” and “semi-universal”. The main difference is that “Universal” represents use of a top tether strap with the ISOFIX anchorage, “vehicle-specific” represents the usage of the ISOFIX anchorage without the Top Tether in specified vehicles only, while “Semi-Universal” represents usage of the ISOFIX anchorage together with a “foot-prop”.

SUMMARY

This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.

A car seat includes an outer protective shell or frame, an inner seat, a harness, and a suspension system. The protective shell or frame is adapted to be strapped or anchored to the car frame. The inner seat is connected to the protective shell or frame by the suspension system for shock isolation such that the inner seat can move (float) a small amount relative to the protective shell. The harness is not attached to the outer protective shell or frame, but extends through slots in the inner seat and keeps the passenger in the inner seat.

In one embodiment, the suspension system is a seven-point suspension system. The seven-point suspension system may include seven webs or belts, most or all of which are between 0.75 and 3 inches long that are used to suspend the inner seat relative to the outer frame. The webs or belts can be made from various materials including, but not limited to, ABS, plastic, fabric webbing such as car seatbelt webbing, and ULTEM®292a,292b, or similar material. In one embodiment, respective slots are provided in the outer frame and the shell of the inner seat through which the webs extend, and the respective ends of each web are either sewn on themselves or sewn around a stick or other object so that the end is too thick to pull through the slots.

In one embodiment, the outer protective shell or frame is a multi-layered construction of strong, light material.

In one embodiment, the inner seat is a protective seat made from a multi-layered construction. In one embodiment the multi-layered construction of the inner seat includes (from outside to inside) a flexible hard outer shell, a cushioning spacer layer, a uniform foam layer, and an optional fabric or leather layer. The cushioning spacer layer does not cover the entire inside of the hard outer shell nor the entire outside of the uniform foam layer. The inner seat construction is arranged to redirect energy transmitted from the outer shell along a circuitous path.

In one embodiment, the multiple layers of the inner seat have slots through which harness belts extend. In one embodiment a five-point harness has several belts that are attached to each other and wrap around the inner seat.

In one embodiment, a removable fabric cover may be used to cover the inside of the inner seat and the space between the inner seat and the outer frame.

In one embodiment, the car seat extends in a major direction along a longitudinal axis and the outer protective shell includes a plurality of anchor boxes that extend at an angle with respect to the longitudinal axis. The angle can be a ninety-degree angle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded view of a car seat.

FIG. 2 is a perspective, partially broken view of the car seat ofFIG. 1 without the removable fabric cover and inner seat layers.

FIG. 3 is a front view of the car seat ofFIG. 1.

FIG. 4 is a cross-sectional view of the car seat ofFIG. 1 taken at A-A ofFIG. 3.

FIG. 5 is a perspective view of the car seat ofFIG. 1.

FIG. 6 is a perspective, partially cut-away, partially transparent view of another embodiment of a car seat.

FIG. 7 is a perspective view of another embodiment of a car seat.

FIG. 8 is a view of the bottom of the car seat shown inFIG. 7.

FIG. 9 is a perspective view of the side and bottom of the outer shell of the car seat shown inFIG. 7 with a tether connector in one anchor box.

FIG. 10A is a perspective view of an anchor box and tether connector shown inFIG. 7.

FIG. 10B is a side elevation view of the anchor box and tether connector shown inFIG. 10A.

FIG. 10C is a cross-sectional view of the anchor box and tether connector ofFIG. 10A taken at C-C ofFIG. 10B.

FIG. 10D is an elevation view of the anchor box and tether connector shown inFIG. 10A with a cover of the anchor box removed.

FIG. 10E is schematic representation of an alternate anchor box construction from that shown inFIG. 10D.

FIG. 11 is an elevation view of an embodiment of a car seat in a front facing orientation in a vehicle.

FIG. 12 is an elevation view of an embodiment of a car seat in a front facing orientation in a vehicle.

FIG. 13 is an elevation view of an embodiment of a car seat in a rear facing orientation in a vehicle.

FIG. 14 is an elevation view of an embodiment of a car seat in a rear facing orientation in a vehicle.

FIG. 15 is a top plan view of the car seat shown inFIG. 7.

FIG. 16 is a perspective view of a strap of the car seat shown inFIG. 15.

FIG. 17 is an exploded assembly view of the car seat shown inFIG. 7 and an optional compressible material.

DETAILED DESCRIPTION

One embodiment of acar seat10 is seen inFIGS. 1-5.Car seat10 includes an outerprotective shell20, aninner seat30, asuspension system40 and aharness50. Theprotective shell20 is adapted as described below to be strapped or anchored to a car frame (not shown). Theinner seat30 is connected to theprotective shell20 by thesuspension system40 such that the inner seat can move (float) a small amount relative to theprotective shell20 as described below. Thus, theouter shell20 provides support for the seat30 (via the suspension system40) but is not rigidly attached thereto. Theharness50 extends through and around theinner seat30 and is not attached to the outerprotective shell20. Ahandle60 connected to theshell20 is optionally provided.

In one embodiment, the outer protective shell orframe20 is made from a strong, light material such as carbon fiber or an aramid fiber such as KEVLAR (a trademark of DuPont, Wilmington, Del.), or any other strong, light material. In one embodiment, theshell20 is constructed of multiple layers of carbon fiber, aramid fiber or a composite material. In another embodiment, the outer protective shell is formed from two separated layers of carbon fiber, aramid fiber or composite material (as seen, e.g., inFIG. 4) sandwiching a honeycomb, foam, or corrugated material (not shown). In other embodiments, theshell20 is constructed of one or more of polycarbonate, polypropylene, ABS resin, and fiberglass. One function of theshell20 is to provide support for theseat30 via thesuspension system40. Another function of theshell20 is to provide protection from intrusion by exterior objects.

In one embodiment theshell20 provides side andback walls20a-20cand afront wall20dthat connects theside walls20a,20bat the front of the car seat. Theback wall20cprovides a high back compared to thefront wall20d, which is low. The side walls are contoured to extend from the back to the front. The front, back and side walls provide anupper edge21 to which or over which a seat cover may be attached as described hereinafter. All walls may be rounded to eliminate edges so there may be no exact delineation of the front, side, and back walls.

As seen inFIGS. 1-5, theside walls20a,20bdefine fore andaft slots22a,22b(two more slots not shown) for receiving a seat belt therethrough, thereby permitting thecar seat10 to be strapped in facing forwards or backwards. If desired a belt (not shown) may be provided having one end attached to theshell20 and a hook (not shown) located at the other end. The hook may be used to connect to the frame of the car (not shown) located under the car's seat cushion (not shown). In another embodiment, theshell20 may be adapted to rigidly connect to a separate base that can be strapped or anchored in place in the car. In another embodiment, theshell20 may be adapted so that hooks from the car (not shown) can attach to theshell20.

Shell20 also defines a series of slots24 for receiving thebelts40a-40gof thesuspension system40. In the embodiment shown, eight slots24a-24hare provided, including two slots each (24a-24d) towards the top ofside walls20a,20b, a single slot24ein the bottom of thefront wall20dof the car seat (seeFIG. 4), a single slot24fin the top of theback wall20c, and a single slot each24g,24htoward the bottom of theside walls20a,20b.Belts40a-40g, as described in more detail below, couple theshell20 to theinner seat30. It will be appreciated that if it is desired that the belts not be seen from the outside, the slots are built into the inner side of the wall as shown for slot24eofFIG. 4. Otherwise, the slots may extend through the walls of theshell20 as seen with respect to slots24a-24d,24f-24h. For purposes herein, a “slot” in a wall may be considered a through-slot, or a hook or catch that allows attachment for the belt or attachment device to theshell20.

In one embodiment,shell20 also defines holes or slots (not shown) for receiving a connection mechanism orsupport66 for ahandle60.

In one embodiment, a plurality ofoptional padding elements27 are spaced around theinside surface20eof theshell20. Thepadding elements27 are located such that should theshell20 be subjected to significant forces and movement relative to theseat30, thepadding elements27 will contact theseat30 and largely prevent theinside surface20eof theshell20 from contacting theseat30. In one embodiment, thepadding elements27 are thick enough so that they extend from theinside surface20eand contact theseat30 so that should theshell20 be subjected to significant forces and movement relative to theseat30, thepadding elements27 will already be in contact with theseat30 to absorb energy from the movingseat30. Thepadding elements27 may be formed from an elastomeric, cellular foam or any other desirable foam. In another embodiment, the padding elements are comprised of thermoplastic polyurethane (TPU). In another embodiment, thepads27 are comprised of open-cell polyurethane. In another embodiment, the pads are comprised of closed cell polyolefin foam. In another embodiment, the pads are comprised of polyethylene foam which may be a high density polyethylene foam. In one embodiment thepadding elements27 are formed as a single pad defining multiple cut-outs (i.e., the equivalent of multiple connected pads). Regardless, the single pad with the cut-outs or themultiple pads27 are arranged in a desired configuration and are affixed to theinner surface20eof the shell and the outer surface ofinner seat30. Affixation can be done with glue, Velcro or any other affixation means. By way of example, and not by way of limitation, the innermost cushioning pads may have a density of between 3.4 lbs/ft³(approximately 0.016 g/cm³) and 25 lbs/ft³(approximately 0.4 g/cm³), although they may be more dense or less dense.

The outer dimensions of theshell20 may vary widely. Theshell20 may be between 40 and 70 cm wide, or even narrower or wider, and between 20 and 60 cm deep, or even shallower or deeper, and between 50 and 80 cm high, or even shorter or taller. In one exemplary embodiment the outer dimensions of the shell is 50 cm wide (plus or minus 5 cm), 28 cm deep (plus or minus 3 cm), and 68 cm high (plus or minus 7 cm).

Theinner seat30 is scooped in shape with a relatively high back, a deep seat area (for the buttocks), and a slightly rising surface for the thighs and legs. In one embodiment, theinner seat30 is a protective seat made from a multi-layered construction. In one embodiment the inner seat includes a flexible hardouter shell layer32, acushioning spacer layer34, anduniform foam layer35, and an attached fabric orleather layer37. Thecushioning spacer layer34 does not cover the entire inside of the hardouter shell layer32 nor the entire outside of theuniform foam layer35. The fabric orleather layer37 can extend beyond theinner seat30 and attaches to theedge21 of theshell20 but does not inhibitseat30 from moving relative to theshell20. In another embodiment the multi-layered construction of the inner seat includes (from outside to inside) a hardouter shell layer32, acushioning spacer layer34, and auniform foam layer35. An optional plastic, leather, or fabric layer (not shown) may be provided over thefoam layer35. A separate removable seat cover can be provided that extends over theseat30 and attaches to theedge21 of theshell20. Again, the separate removable seat cover would not inhibitseat30 from moving relative to theshell20. The inner seat construction is arranged to redirect energy transmitted from the outer shell along a circuitous path so as to absorb the energy. Theinner seat30 also defines a plurality of (e.g., eight)slots38a-38hfor receivingbelts40a-40gof thesuspension system40, and a series ofslots39a-39efor receivingbelts52 ofharness50.

In one embodiment, the hardouter shell layer32 ofinner seat30 is comprised of a polycarbonate shell. In another embodiment, the hardouter shell32 is comprised of a different hard plastic such a polypropylene. In another embodiment, the hardouter shell32 is comprised of ABS resin. In another embodiment, the hardouter shell layer32 is made of carbon fiber or fiberglass.

In one embodiment, thecushioning spacer layer34 ofinner seat30 includes multiple spaced pads. In another embodiment, thecushioning spacer layer34 comprises a single pad defining multiple cut-outs34a(i.e., the equivalent of multiple connected pads). In one embodiment thecushioning spacer layer34 is comprised of foam. The foam may be an elastomeric cellular foam or any other desirable foam. In another embodiment, the cushioning spacer layer is comprised of thermoplastic polyurethane (TPU). In another embodiment, the cushioning spacer layer is comprised of open-cell polyurethane. In another embodiment, the cushioning spacer layer is comprised of closed cell polyolefin foam. In another embodiment, the cushioning spacer layer is comprised of polyethylene foam which may be a high density polyethylene foam. In another embodiment, thecushioning spacer layer34 has multiple layers formed from different materials. By way of example and not by way of limitation, the cushioning spacer layer may be between 3 mm and 26 mm thick, although it may be thinner or thicker. As another example, the cushioning spacer layer may be between 6 and 13 mm thick. By way of example, and not by way of limitation, the cushioning spacer layer may have a density of between 3.4 lbs/ft³(approximately 0.016 g/cm³) and 25 lbs/ft³(approximately 0.4 g/cm³), although it may be more dense or less dense.

According to one embodiment, thecushioning spacer layer34 covers approximately fifty percent of the inner surface area of the hardouter shell32. In another embodiment, thespacer layer34 covers between twenty percent and eighty percent of the inner surface area of thehard shell32. In these embodiments, the spacer layer defines air gaps located between said hardouter shell32 and saidfoam layer35. Thespacer layer34 should cover sufficient area between thehard shell32 and thefoam layer35 so that upon external impact to theinner seat30, theshell32 does not directly come into contact with thefoam layer35. Regardless of the material and arrangement of thecushioning spacer layer34, in one embodiment the cushioning material is affixed to thehard shell layer32 and to thefoam layer35. Affixation can be done with glue, Velcro or any other affixation means.

Cushioningspacer layer34 is also provided with a series of slots34bcorresponding toslots39a-39eof the flexible hardouter shell layer32 for receiving the harness straps.

In one embodiment thefoam layer35 is a substantially continuous uniform layer interrupted only by slots35afor the belts of theharness50. The foam may be an elastomeric, cellular foam or any other desirable foam. In one embodiment, thefoam layer35 is comprised of closed cell polyolefin foam. In another embodiment, the foam layer is comprised of polyethylene foam which may be a high density polyethylene foam. By way of example and not by way of limitation, the foam layer may be between 3 mm and 13 mm thick, although it may be thinner or thicker. By way of example, and not by way of limitation, the foam layer may have a density of between 3.4 lbs/ft³(approximately 0.016 g/cm³) and 25 lbs/ft³(approximately 0.4 g/cm³), although it may be more dense or less dense.

All dimensions of theinner seat30 are generally chosen to be smaller than the dimensions of theshell20. Thus,inner seat30 is suspended substantially within theshell20 and generally protected by theshell20.

Thesuspension system40 functions to suspend theinner seat30 relative to theouter shell20 and to thereby act as a shock absorber/isolater between theshell20 and theseat30. In one embodiment, thesuspension system40 is a seven point suspension system with seven webs orbelts40a-40g. Some or all of the webs orbelts40a-40gmay be the same length. Thus, by way of example only,belts40a-40fmay each be between approximately 2 cm and 5 cm in length, while belt40gmay be between 30 cm and 50 cm in length. Belt40gis shown as extending throughslots38gand38hin the buttocks area of theouter seat layer32 and attaching tosides20aand20bof theshell20 atslots24g,24h. Of course, other lengths may be used. If desired, belt40gmay be attached to theback wall20cof theshell20. In one embodiment, the belts extend through the slots24a-24hin theshell20 and theslots38a-38hin theinner seat30 and are doubled over at each end and sewn at each end to prevent removal. In another embodiment, the ends of each belt extend around a stick or other object and are sewn so that the ends are too thick to remove through the slots. The webs or belts may be formed from a thick web of strong material such as polyester or nylon.

In one embodiment theharness50 is a five-point harness as is known in the art. Theharness50 includes belt(s)52 such that a central (crotch) belt or strap extends throughslot39aofseat30, a lap belt extends through slots39b,39cof theseat30, and shoulder belts extend throughslots39dand39eof seat. Buckles and latches54 may be provided with apush button55 that permits release of the buckles.Guard pads56a,56b,56cmay be provided on the crotch and shoulder belts, and aclip58 coupling the shoulder belts may be provided. Theentire harness system50 may be formed from standard materials and may constitute a standard five-point harness system that acts to keep the passenger in theseat30. As will be appreciated, the belt(s) of the harness extend through slots in the layers ofseat30 and extend around the front and backside of theseat30, but are not attached directly to theseat30. The belt(s)52 are optionally adjustable in length.

Optional handle60 is attached bysupport mechanisms66 torespective sides20a,20bof theshell20.Handle60 may swivel relative to supportmechanisms66 as is known in the art.

The embodiments of the car seat described with referenceFIGS. 1-5 provide a highly protective, safe, and strong car seat system. In particular, because of the suspension system, in case the car in which the car seat is anchored is in an accident that causes sudden acceleration and/or deceleration of the car, force that is applied to the shell which is anchored to the car is not transferred to the inner seat and is therefore not applied to the occupant of the seat. More particularly, in the case of an accident, regardless of the direction in which the seat is facing and regardless of whether the result is a sudden acceleration and/or deceleration, the inner seat will move inside the shell, and the suspension system will absorb some, much, or all of the energy. The inner seat will swing inside the shell to the extent allowed by the belts of the suspension system (it being appreciated that the fabric or leather covering will easily comply). In addition, should the force be significant enough to cause the inner seat and shell to contact each other (at the optional foam pads on the inside of the shell), the construction of the inner seat with its foam spacer layer located between a hard outer layer and an inside foam layer is energy absorbing. Thus, some, most, or all of the energy that is transferred from the shell to the inner seat will be absorbed by the seat itself rather than transferred to the occupant of the seat. Furthermore, should the accident cause dislocation of the interior of the car or should an object hit the shell of the car seat, the shell is of extremely high strength and will remain structurally intact in almost all circumstances. Thus, the occupant of the car seat will not be crushed and will be protected by the foam padding of the seat. Further yet, it should be appreciated that the described car seat system will be light in weight (e.g., under 4 kg; and possibly around 3 kg).

FIG. 6 provides an alternate embodiment of acar seat110 that is similar tocar seat10 ofFIGS. 1-5, with similar elements numbered similarly but increased by “100”.Car seat110 includes an outerprotective shell120, aninner seat130, asuspension system140 and aharness150. Theprotective shell120 is adapted as described below to be strapped or anchored to a car frame (not shown). Theinner seat130 is connected to theprotective shell120 by thesuspension system140 such that the inner seat can move (float) a small amount relative to theprotective shell120 as described below. Thus, theshell120 provides support for the seat130 (via the suspension system140) but is not rigidly attached thereto. Theharness150 is attached to theinner seat30 and not to the outerprotective shell120. Ahandle160 connected to theshell120 is optionally provided.

The outerprotective shell120 can be made from the same material asshell20 ofFIGS. 1-5.Shell120 provides side andback walls120a-120cand a front wall orslat120dthat connects theside walls120a,120bat the front of the car seat. Theback wall120cprovides a high back compared to thefront wall120dwhich is low and short. The side walls are contoured to extend from the back to the front. The front, back and side walls provide anupper edge121 to which or over which a seat cover may be attached as described hereinafter.

As seen inFIGS. 1-5, theside walls120a,120bdefine fore andaft slots122a,122b,122c(one more slot not shown) for receiving a seat belt therethrough, thereby permitting thecar seat110 to be strapped in facing forwards or backwards. In addition, or alternatively, abelt162 is provided having one end attached to theshell120 and ahook163 located at the other end. Thehook163 may be used to connect to the frame of the car (not shown) located under the car's seat cushion (not shown). In another embodiment, theshell120 may be adapted to rigidly connect to a separate base that can be strapped or anchored in place in the car.

Shell120 also defines a series ofslots124 for receiving the belts140 (belts140a-140fshown; one belt not shown) of thesuspension system140. Seven slots are provided, including two slots each inside walls120a,120b, a single slot in thefront wall120dof the car seat, a single slot in the top of theback wall120c, and a single slot in the bottom of theback wall120c.Belts140 couple theshell120 to theinner seat130.

Shell120 also defines holes, slots, or surfaces for receiving a connection mechanism orsupport166 for ahandle160. Also, a plurality of padding elements127 are spaced around theinside surface120eof theshell120. The padding elements127 are located such that should theshell120 be subjected to significant forces and movement relative to theseat130, the padding elements127 will contact theseat130 and largely prevent theinside surface120eof theshell120 from contacting theseat130. The padding elements127 may be formed from the same materials discussed above with reference topadding elements27 ofFIGS. 1-5.

Theinner seat130 is scooped in shape with a relatively high back, a deep seat area (for the buttocks), and a slightly rising surface for the thighs and legs. Theinner seat30 is a protective seat made from a multi-layered construction. The inner seat includes a hard outer shell132, and an attached fabric orleather layer139 that incorporates foam pillows135atherein. The fabric orleather layer139 extends beyond theinner seat130 and attaches to theedge121 of theshell120 but does not inhibitseat130 from moving relative to theshell120. Theinner seat130 also defines a plurality of (e.g., seven)slots138 for receiving belts of thesuspension system140, and a series ofslots139 for receiving belt(s)152 of theharness system150. The hard outer shell132 ofinner seat130 may be formed from the same materials discussed above with reference to shell32 ofFIGS. 1-5.

Thesuspension system140 functions to suspend theinner seat130 relative to theouter shell120 and to thereby act as a shock absorber/isolater between theshell120 and theseat130. Thesuspension system140 is a seven-point suspension system with seven webs or belts (six shown140a-140f). The belts may be configured and formed in a manner such asbelts40a-40gofFIGS. 1-5.

Theharness150 is a five-point harness system with belt(s)152 that include a central (crotch) belt attached throughslot139aofseat130 and shoulder belts and lap belts attached through similar slots of the seat. Theentire harness system150 may be formed from standard materials. As will be appreciated, the belt(s) of the harness extend through slots in the layers ofseat130 and extend around the front and backside of theseat130, but are not attached directly to theseat130. The belt(s)152 are optionally adjustable in length.

Optional handle160 is attached bysupport mechanisms166 torespective sides120a,120bof theshell120. Handle160 may swivel relative to supportmechanisms166 as is known in the art.

The embodiments described with reference toFIG. 6 provides a highly protective, safe, and strong car seat system similar to that of the embodiments described with reference toFIGS. 1-5, although it is noted that the inner seat ofFIG. 6 itself is not as energy absorbent as the inner seats described with reference toFIGS. 1-5.

FIG. 7 shows an alternate embodiment of acar seat210 that is similar tocar seat10 ofFIGS. 1-5, with similar elements numbered similarly but increased by “200”.Car seat210 includes an outerprotective shell220, aninner seat230, a suspension system240 (FIG. 15). Theprotective shell220 is adapted as described below to be strapped or anchored to a car frame (not shown). Theinner seat230 is connected to theprotective shell220 by the suspension system240 such that the inner seat can move (float) a small amount relative to theprotective shell220 as described below. Thus, theshell220 provides support for the seat230 (via the suspension system240) but is not rigidly attached thereto. Theharness250 is attached to theinner seat230 and not to the outerprotective shell220. A handle (not shown), likehandle60 shown inFIG. 1, connected to theshell220, is optionally provided.

The outerprotective shell220 can be made from the same material asshell20 ofFIGS. 1-5.Shell220 provides side andback walls220a-220cand a front wall or slat220dthat connects the side walls220a,220bat the front of the car seat. The back wall220cprovides a high back compared to the front wall220d, which is low and short. The side walls are contoured to extend from the back to the front. The front, back and side walls provide anupper edge221 to which or over which a seat cover may be attached as described hereinafter.

As shown inFIGS. 7 and 8, side wall220adefines fore and aft anchor boxes222aand222bfor receivingcorresponding tether connectors223aand223b, while side wall220bdefines fore and aft anchor boxes222cand222dfor receivingcorresponding tether connectors223cand223d, thereby permitting thecar seat210 to be connected to the vehicle in either a forward-facing or a rear-facing orientation. Thetether connectors223a-223dcan be LATCH or ISOFIX connectors, which are well known. The anchor boxes222a-222dare generally located proximate to the “corners” of theouter shell220 as shown inFIGS. 7 and 8. Though not shown inFIG. 8, optional anchor boxes can be located in the front wall220dand/or the back wall220c.

As shown inFIG. 8, anchor boxes222a-222dreceiverespective tether connectors223a-223d(e.g., LATCH or ISOFIX connectors) in a direction that is at an angle with respect to alongitudinal axis225 of thecar seat210. Specifically, in the embodiment shown inFIG. 8, thetether connectors223a-223dextend substantially perpendicular to thelongitudinal axis225.

In one embodiment anchor boxes222a-222dare constructed exactly the same and, therefore, to simplify the following discussion only a description of anchor box222awill be given as representative of the other anchor boxes222b-222d. Likewise, in one embodiment thetether connectors223a-223dare constructed exactly the same and, therefore, to simplify the following discussion only a description oftether connector223awill be given as representative of the other tether connectors223b-223d.

The construction of anchor box222ais best understood with reference toFIGS. 9 and 10A-10D. The anchor box222aincludes a housing280 (FIGS. 9, 10A, 10C), a sleeve282 (FIG. 10C) coupled to thehousing280 with a pin284 (FIGS. 10C, 10D), and inserts286 (FIGS. 10C and 10D) interposed between thehousing280 and thesleeve282. Thehousing280 includes a base280aand a cover280bwhich attach together, although the cover280b(as well as thesleeve282,pin284, and inserts286) of anchor box222ais shown removed inFIG. 9 for illustrative purposes. The base280ahas an outer flange280c(FIGS. 10C and 10D) that surrounds a cutout formed along the bottom edge of side220a. The base280ahas an inner portion280d(FIGS. 10C and 10D) that extends inward from the outer flange280cat an angle with respect toaxis225, and in one embodiment in a direction generally perpendicular toaxis225. The inner portion280ddefines achannel280e(FIGS. 10C and 10D) rectangular in cross-section, in which thesleeve282, thepin284, and inserts286 are disposed. In one embodiment thechannel280ehas a square cross section having dimensions of about 2 inches by 2 inches. The base280amay be integrally formed with wall220aof theouter shell220 or may be a separate piece that is attached to the wall220a.

As shown inFIG. 10D, thesleeve282 is pinned to the inner portion280dbypin284 and is spaced from the surface of thechannel280eby inserts286 (286a-286c).Pin284 extends throughsleeve282 and through sides of inner portion280din a direction parallel to theaxis225. Thesleeve282 is constructed to receivetether connector223a. The portion ofpin284 inside thesleeve282 is constructed to permit a latch mechanism oftether connector223ato attach to thepin284 when thetether connector223ais fully inserted into thehousing280. Preferably, thetether connector223ais removably attachable to thepin284. Such removablyattachable tether connectors223 are well known and include LATCH and ISOFIX connectors.

The inserts286 shown in the embodiment ofFIGS. 10C and 10D are generally ring-like, having an inner surface that surrounds and contacts the outer surface ofsleeve282 and having an outer surface that contacts the wall ofchannel280e. In the embodiment shown inFIGS. 10C and 10D the inner and outer surfaces of the inserts286 define a square profile corresponding to the square profiles of thesleeve282 and thechannel280e. It is to be understood, however, that the inserts286 may have other profiles to conform to the geometries of thesleeve282 andchannel280e. For example, in one alternate embodiment shown inFIG. 10E, an anchor box322ain wall220aincludes ahousing380 having an outer cover380bconnected to an inner portion380a. The inner portion380adefines achannel380ewhich is tapered inwardly from the side of the outer shell220 (not shown) and is trapezoidal in cross-section. Each insert386a-386cinFIG. 10E has an outer surface that is tapered to conform to the tapered profile ofchannel380e. Thus, it is to be understood that all of the inserts386a-386cmay have different profiles and dimensions based on their relative position alongsleeve382 within the anchor box322a. Moreover, instead of a plurality of separate, spaced-apart inserts386a-386c, a unitary elongated insert (not shown) may be employed which occupies some or all of the space between sleeve282 (382) andchannel280e(380e). For example, such the unitary elongated insert may take the form of a sleeve or jacket in which sleeve282 (382) is received and which has openings for pin284 (384). In one embodiment, the inserts286 (386) are formed of a compressible material, such as a foam. More specifically, in one embodiment inserts286 (386) are formed of a foam having a density between 580 pounds per square inch and 2,900 pounds per square inch, manufactured by Sorbothane Inc. of Kent, Ohio.

Although the sleeve282 (382) is coupled to the housing280 (380) by pin284 (384), the sleeve282 (382) has some freedom of motion relative to the housing280 (380). The sleeve282 (382) can rotate and translate longitudinally about an axis along pin284 (384). In addition, the sleeve282 (382) can rotate about an axis287 (FIG. 10D) (387,FIG. 10E) through and perpendicular to the axis along pin284 (384). Such motion about axis287 (387) can be accomplished by forming through holes in sleeve282 (382) (through which pin284 (384) extends) slightly larger than the outer diameter of pin284 (384).

The relative movement of sleeve282 (382) with respect to housing280 (380) is limited by the inserts286a-286c(386a-386c), which are constructed to compress or expand in response to the relative movement between the sleeve282 (382) and the housing280 (380). The relative movement between the sleeve282 (382) and the housing280 (380) occurs as a result of force and torque transmitted by thetether connector223ato the sleeve282 (382) during impact of the vehicle, as discussed more fully below.

As shown inFIGS. 11 and 12, where thecar seat210 is placed in a forward-facing orientation in the vehicle,tether connectors223cand223dare connected, respectively to tetherstraps249cand249d, which also havesecond tether connectors251cand251dat opposite ends of the tether straps249cand249dfor attachment to anchorpoints255cand255dof the vehicle. In one embodiment, the tether straps249cand249dare adjustable to facilitate vehicle installation. Preferably,tether connectors251cand251dare LATCH or ISOFIX connectors and anchor points255cand255dare LATCH or ISOFIX anchor points. In particular, anchor box222cconnects to a corresponding anchor point255cof the vehicle located in front of the vehicle seat, and anchor boxes222dconnects to acorresponding anchor point255dof the vehicle at the rear of the vehicle seat, such as at an intersecting location between the seat back and the seat bottom. While not shown inFIGS. 11 and 12, the connections of anchor boxes222aand222bto the vehicle would be mirror images to that shown inFIGS. 11 and 12. In addition, in the embodiment shown inFIG. 11, anupper tether strap249eis connected between an upper anchor point255eof the vehicle and the back side220cof theouter shell220.

As shown inFIGS. 13 and 14, where thecar seat210 is placed in a rear-facing orientation in the vehicle,tether connectors223aand223bare connected, respectively to tether straps249aand249b, which also, preferably, have second tether connectors251aand251bat opposite ends of the tether straps249aand249bfor attachment to anchorpoints255dand255cof the vehicle. In one embodiment, the tether straps249aand249bare adjustable to facilitate vehicle installation. Preferably, tether connectors251aand251bare LATCH or ISOFIX connectors and anchor points255dand255care LATCH or ISOFIX anchor points. In particular, anchor box222bconnects to a corresponding anchor point255cof the vehicle located in front of the vehicle seat, and anchor box222aconnects to acorresponding anchor point255dof the vehicle at the rear of the vehicle seat, such as at an intersecting location between the seat back and the seat bottom. While not shown inFIGS. 13 and 14, the connections of anchor boxes222cand222dto the vehicle would be mirror images to that shown inFIGS. 13 and 14. In addition, in the embodiment shown inFIG. 13, theupper tether strap249eis connected between the upper anchor point255eof the vehicle and the front side220dof theouter shell220.

When the anchor boxes222a-222dare connected to the vehicle, as described above in connection withFIGS. 11 to 14, the aforementioned tether straps (e.g.,249a-249d) will extend generally parallel to thelongitudinal axis225 of thecar seat210. Therefore, for example, any load applied to anchor box222aviatether connector223aand strap249a(FIG. 13) during impact is not applied in a direction along thelongitudinal axis225. Instead, owing totether connector223a(FIG. 13) extending at an angle relative to thelongitudinal axis225, thetether connector223acreates a moment arm at which the load from impact will act to advantageously transmit a torque to anchor box222a, as discussed more thoroughly below.

Anchor box222ais intentionally structurally inefficient so that it can absorb the force and torque from thetether connector223aduring impact of the vehicle. Referring back toFIGS. 10D and 10E, the inserts286a-286c(386a-386c) are constructed to absorb at least some of the energy transmitted through the tether straps to thecar seat210 during impact. Specifically, when the tether strap249aextends parallel to thelongitudinal axis225 of theseat210, as shown inFIGS. 13 and 14, and the force in the tether strap249ais applied through thetether connector223a, thetether connector223ain the sleeve282 (382) will exert a moment on sleeve282 (382) about axis287 (387). The moment applied to sleeve282 (382) will tend to rotate the sleeve282 (382) about the axis287 (387), which will tend to compress the inserts286a-286c(386a-386c) against thechannel280e(380e), thereby absorbing some of the energy from the impact. Moreover, in the alternate embodiment shown inFIG. 10E, the width of insert386ais greater than insert386b, which has a width greater than insert386c. In comparison to the arrangement ofsleeve282 aboutaxis287 shown inFIG. 10D, the arrangement shown inFIG. 10E allows more rotation ofsleeve382 aboutaxis387 and therefore absorbs more energy for the same amount of insert material. In addition, to further absorb energy from the impact, the moment exerted on the sleeve282 (382) will also be partially transmitted through the pin284 (384) and the base280a(380a) of the housing280 (380) to the side220aof theouter shell220. Owing to the energy absorbed by inserts286a-286c(386a-386c), the force exerted on the base280a(380a) can be reduced. Consequently, the force exerted on side220aand the deflection of the housing280 (380) with respect to the side220acan be reduced. Thus, the construction and orientation of anchor box222a(323a) reduces the amount of energy transmitted to theouter shell220 and, therefore, to the occupant of thecar seat210.

As shown inFIG. 15,shell220 also defines a series of eightslots224a-224hfor receiving seven belts240a-240gof the suspension system240. Seven slots are provided, including three slots each in side walls220a,220b, a single slot in the front wall220dof the car seat, and a single slot in the top of the back wall220c. Belts240a-240gcouple theouter shell220 to theinner seat230.

Theinner seat230 is scooped in shape with a relatively high back, a deep seat area (for the buttocks), and a slightly rising surface for the thighs and legs. Theinner seat230 is a protective seat made from a multi-layered construction which is identical toseat30, described above. Theinner seat230 also defines a plurality of (e.g., eight) slots238a-238f(FIG. 15),238g(FIG. 8), and238h(FIG. 8) for receiving the belts240a-240f(FIG. 15) and240g(FIG. 8) of the suspension system240, and a series ofslots239 for receiving belt(s)252 of theharness system250. The hardouter shell232 ofinner seat230 may be formed from the same materials discussed above with reference to shell32 ofFIGS. 1-5.

The suspension system240 functions to suspend theinner seat230 relative to theouter shell220 and to thereby act as a shock isolator between theshell220 and theseat230. The suspension system240 is a seven-point suspension system with seven webs or belts (six shown240a-240finFIG. 15 and one shown240ginFIG. 8). The belts240a-240gmay be configured and formed as described below.

In the embodiment shown inFIGS. 8 and 15, all of the belts240a-240gshare the same construction. Accordingly, to simplify the discussion, a description of belt240ais provided below as representative of the construction and function of all of the belts240a-240g.

As shown inFIG. 16, belt240aincludes a generally flat web orstrap290. The strap includes ends292aand292b. Ends292aand292bare tapered outwardly so that they have a thinner profile at their outer sides than at their inner sides. Ends292aand292bcan be formed from various materials including, but not limited to, ABS, plastic, webbing such as car seatbelt webbing, and ULTEM®292a,292b, or similar material. Belt240aalso includes two washers294aand294blocated between the ends292aand292b. The ends292aand292bare relatively thicker than the washers294aand294band thestrap290. The ends292aand292bretain the washers294aand294bon thestrap290. End292ais constructed to be received through slot224ainouter shell220 while end292bis constructed to be received through slot238aininner seat230.

Washers294aand294bare formed of a compressible material, such as a foam manufactured by Sorbothane Inc. of Kent, Ohio. Washer294ahas an outer flange296a, an inner flange298a, and a web300aconnecting between the outer flange296aand the inner flange298a. A groove302ais defined between the outer flange296a, the inner flange298a, and the web300a. Groove302ais formed around the periphery of the washer294a. The washer294ais constructed to be received in opening224aofshell220. The groove302ais constructed so that the edge that defines opening224ais seated in the groove302aso that theshell220 is sandwiched between the outer flange296aand the inner flange298aof the washer294a. With the washer294aso seated in theshell220, relative movement of the washer294a, such as due to movement of thestrap290 during impact of the vehicle, can cause compression and/or tension on the flanges296aand298aand the web300ato absorb some of the energy imparted to thestrap290. For example, during an impact of the vehicle to which thecar seat210 is attached, tension instrap290 can cause end292ato contact and apply pressure to outer flange296aof washer294a, which will compress the outer flange296aagainst the outer side ofshell220, thereby absorbing some of the energy of the impact.

Washer294bhas an outer flange296b, an inner flange298b, and a web300bconnecting between the inner and outer flanges. A groove302bis defined between the outer flange296b, the inner flange298b, and the web300b. Groove302bis formed around the periphery of the washer294b. The washer294bis constructed to be received in opening238aofinner seat230. The groove302bis constructed so that the edge that defines opening238ais seated in the groove302bso that theinner seat230 is sandwiched between the outer flange296band the inner flange298bof the washer294b. With the washer294bso seated ininner seat230, relative movement of the washer294b, such as due to movement of thestrap290 during impact of the vehicle, can cause compression and/or tension on the flanges296band298band the web300bto absorb some of the energy imparted to thestrap290. For example, during an impact of the vehicle to which thecar seat210 is attached, tension instrap290 can cause end292bto contact and apply pressure to outer flange296bof washer294b, which will compress the outer flange296bagainst the side ofinner seat230, thereby absorbing some of the energy of the impact.

Theharness250 is the same asharness50, described above and, therefore, a description ofharness250 is omitted for sake of brevity.

FIG. 17 shows an exploded assembly view of thecar seat210 with optionalcompressible material308, such as foam, constructed for attachment to the bottom side ofouter shell220. Thecompressible material308 is attached to thebottom edge310 of theouter shell220 and acts to provide additional shock absorbency between theouter shell220 and the vehicle seat (not shown). In one embodiment, the foam is about 1 inch thick when uncompressed. The foam can be made from various materials including, but not limited to Poron XRD foam (manufactured by Rogers Corporation of Rogers, Conn.) or similar materials.

Thus, it will be appreciated that the various embodiments of car seats described above employ layered shock absorbing/isolating arrangements, which together, act as a shock absorber/isolation system that can reduce the forces exerted on an occupant of the car seat during a vehicle collision. The outer shell is of extremely high strength and will remain structurally intact in almost all circumstances thereby further protecting the occupant of the car seat.

There have been described and illustrated herein several embodiments of a car seat. While particular embodiments have been described, it is not intended that the claims be limited thereto, as it is intended that the claims be as broad in scope as the art will allow and that the specification be read likewise. Thus, while particular materials for shell have been disclosed, it will be appreciated that other materials may be used as well provided they supply sufficient strength for the suspension system and structural integrity for the system. Similarly, while particular types of materials have been disclosed for the inner seat layers, it will be understood that other materials can be used. Further, while the suspension system has been described as being comprised of belts or webs, it will be appreciated that other or additional suspension elements may be utilized. It will therefore be appreciated by those skilled in the art that yet other modifications could be made without deviating from the spirit and scope of the claims.

Claims (15)

What is claimed is:

1. A car seat for an occupant, comprising:

an outer protective shell;

an inner seat coupled to the outer protective shell; and

a plurality of anchor boxes formed in the outer protective shell for coupling to corresponding connectors, each anchor box defining a receptacle configured to receive the connector in a direction along an axis extending at an angle with respect to a plane bisecting the outer protective shell and the inner seat, wherein the angle is greater than 0 degrees and less than 180 degrees.

2. A car seat according toclaim 1, further comprising:

a harness adapted to hold the occupant in the inner seat.

3. A car seat according toclaim 1, wherein:

said axis extends perpendicular to said plane.

4. A car seat according toclaim 1, wherein:

said anchor boxes each are constructed to receive and attach to at least one of a LATCH connector and an ISOFIX connector.

5. A car seat according toclaim 1, wherein:

said anchor boxes each include a housing, a sleeve coupled to the housing, and at least one insert interposed between said sleeve and said housing.

6. A car seat according toclaim 5, wherein:

at least one insert is formed of a compressible material.

7. A car seat according toclaim 6, wherein:

compressible material includes foam.

8. A car seat according toclaim 5, wherein:

said at least one insert has a first cross-sectional area at a first location relative to said axis and a second cross-sectional area different than said first cross-sectional area at a second location removed from said first location relative to said axis.

9. A car seat according toclaim 5, wherein:

said at least one insert comprises a plurality of inserts.

10. A car seat according toclaim 1, further comprising:

a suspension system coupled to said inner seat and to said outer protective shell, said suspension system suspending the inner seat substantially within the outer protective shell and permitting relative movement therebetween and shock-isolating said inner seat from said outer protective shell.

11. A car seat system for removably coupling a car seat to a vehicle having at least one car seat anchor, the system comprising:

said car seat ofclaim 1; and

a tether strap having a first connector at a first end of said tether strap and having a second connector at a second end of said tether strap,

wherein said first connector is removably attached to the at least one car seat anchor of the vehicle and said second connector is removably attached to the at least one anchor box of the car seat.

12. A car seat system according toclaim 11, wherein:

said car seat includes a shock isolation apparatus coupling the inner seat and said outer protective shell and permitting relative movement therebetween, and a harness adapted to hold the occupant in the inner seat and not attached to the outer protective shell.

13. A car seat shock isolation system for a car seat having a wall and connected to a vehicle, the system including:

a shock absorbing washer seated at least partly inside the wall of the car seat and

a strap extending through said washer and through the wall of the car seat, said strap coupled to the car seat, said strap having an end portion adjacent to said washer that is constructed to apply pressure to said washer in response to movement of said strap.

14. A car seat shock isolation system according toclaim 13, wherein:

said washer has an inner flange disposed on an inner side of the wall of the car seat, an outer flange disposed on an outer side of the wall of the car seat, and a web extending between the inner flange and the outer flange, wherein the end portion of the strap is adjacent to the outer flange.

15. A car seat shock isolation system according toclaim 14, wherein:

said washer is formed of foam.

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